Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/02—Carcasses
  • B60C9/14—Carcasses built-up with sheets, webs, or films of homogeneous material, e.g. synthetics, sheet metal, rubber
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
  • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/02—Carcasses
  • B60C9/10—Carcasses the reinforcing cords within each carcass ply arranged in a crossing relationship
  • B60C9/11—Woven, braided, or knitted plies
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/02—Carcasses
  • B60C9/12—Carcasses built-up with rubberised layers of discrete fibres or filaments

Definitions

• This invention relates generally to tire sidewall architecture and more specifically, to a shear decoupling layer in the sidewall for minimizing tire damage from pinch shock.
• pinch shock describes a tire condition that can result when the tread section of the tire is impacted in a manner that causes the shoulder section of the tire to contact or nearly contact the bead section of the tire.
• the sidewall of the tire buckles or folds over itself as the shoulder section makes or nearly makes contact with the bead section.
• the rubber mix and carcass layer of the tire composite structure are compressed between the rim and an obstacle or other feature in the travel path of the tire. Since the rubber-based materials used in the tire are virtually incompressible, the rubber expands in directions largely perpendicular to the forces causing the pinch. Such expansion is known as the Poisson effect.
• the rubber expansion is transferred as a displacement to the carcass layer cords and under certain conditions, such as a severe impact, the carcass layer cords may undergo a deformation beyond their rupture strength causing the cords to sever.
• Particular embodiments of the present invention include pneumatic tires having increased resistance to damage from pinch shock, such embodiments having one or more shear layers in the shoulder section and in the bead section of the tire.
• Particular embodiments include a pneumatic tire having a pair of shoulder section shear layers, one of the pair located at each sidewall respectively and each positioned on at least one axial side of the carcass layer, the shoulder section shear layers extending from the sidewall towards the crown.
• Such tire may further include a pair of bead section shear layers, one of the pair located at each sidewall respectively and each positioned on at least one axial side of the carcass layer, the bead section shear layers extending from the sidewall towards the bead core.
• Particular embodiments include at least one of the shear layers constituted of an elastomeric fabric having elastomeric fibers woven in the fabric.
• Such fibers may be spandex fibers and the fabric may further be characterized as being woven additionally with nylon fibers in a tricot construction.
• Particular embodiments include at least one of the shear layers constituted of a polyurethane type elastomer materical having an MAlO of between 1 MPa and 350 MPa.
• Particular embodiments include at least one of the shear layers constituted of an elastomer composition having a modulus of elongation measured at 10 % (MAlO) of no greater than 1 10 % of an MAlO selected as a lowest MAlO of all elastomer compositions constituting the sidewall components that are positioned outward of an axially-inward side of the carcass layer and wherein the shoulder section shear layers and the bead section shear layers in a pinch shocked region of the tire are opposite to one another across an interior of the tire.
• MAlO modulus of elongation measured at 10 %
• Particular embodiments may include at least one of the bead section shear layers constituted of an elastomer composition having a modulus of elongation measured at 10 % (MAlO) of no greater than 110 % of an MAlO selected as a highest MAlO of all elastomer compositions constituting the sidewall bead section components axially-outward of the carcass layer.
• Particular embodiments may include at least one of the pairs of shoulder section and bead section shear layers constituted of a short-fiber reinforced elastomer composition having a modulus of elongation measured at 10 % (MAlO) of between 25 MPa and 100 MPa.
• Particular embodiments may include the shoulder section shear layers extending from the sidewall to a position radially-inward of the crown ply by a predetermined distance d from an axial edge of the crown ply and/or the bead section shear layers extending from the sidewall to a position located at a predetermined distance h from the center of the bead core in a direction perpendicular to an axial direction of the tire.
• the distance d may, for example, be at least 10 mm and the height h may, for example, be no more than 15 mm.
• Particular embodiments may include bead section shear layers that extends towards the sidewall to a point that is, for example, at least 30 mm from the center of the bead core and/or include shoulder section shear layers that extend from the axial edge of the crown ply towards the bead section for a distance that is, for example, at least 20 mm.
• FIG. 1 is a partial sectional view of an exemplary embodiment of a pneumatic tire in accordance with the present invention.
• FIG. 2 is a partial sectional view of the tire shown in FIG. 1 undergoing pinching.
• Particular embodiments of the present invention include pneumatic tires having increased resistance to damage from pinch shock.
• Various embodiments include shear layers provided at various locations in the sidewall of the tire to provide resistance to pinch shock damage.
• Such pinch shock damage may include, for example, breakage of one or more cords in the carcass layer.
• shear layers are provided in the shoulder sections and in the bead sections of the tire in locations such that when the tire is in a pinch shocked condition, the shoulder section shear layers and the bead section shear layers in the pinch shocked region of the tire are opposite to one another across the tire interior.
• pinch shock describes a tire condition that can result when the tread section of the tire is impacted in a manner that causes the shoulder section of the tire to contact or nearly contact the bead section of the tire.
• the pinch shocked region of a tire that is undergoing pinch shock is therefore that section of a tire where the shoulder section of the tire contacts or nearly contacts the bead section of the tire.
• the shear layers act as shear decoupling layers to minimize the damage that may occur from a tire in a pinch shocked condition. Since the cords of the carcass layer and the rubber surrounding the cords (the elastomeric matrix) have different moduli of elongation, when the tire undergoes extreme deformation as in pinch shock there is a shear developed at the interface between the cords and the rubber next to cords, i.e., the rubber encasing the cords in the carcass layer. It is thought that placing the shear layer on at least one side of the carcass layer limits the shear in the interface by decoupling it. With the shear decoupled, damage to the cords from pinch shock is minimized.
• the shear layers that provide increased resistance to pinch shock tire damage are positioned on at least one axial side of the carcass layer 1) in the shoulder area of each side of the tire and 2) in the bead area of each side of the tire. More specifically, particular embodiments may include shear layers that are located on the axially-inward side of the carcass layer, on the axial ly-outward side of the carcass layer or on both sides of the carcass layer.
• the placement of the shoulder section shear layers and the bead section shear layers may be on the same side of the carcass layer, e.g., both the shoulder and bead section shear layers are located on the axially-inward side of the carcass layer, or on opposite sides of the carcass layer.
• one or more of the shear layers may be separated from the surface of the carcass layer by no more than 5 mm or alternatively, no more than 3 mm or no more than 1 mm. More specifically, in these embodiments an intervening layer of material may be included between the side of the carcass layer and the shear layer that is positioned adjacent to, but not on, the side of the carcass layer.
• one of the sections of shear layers may have shear layers on both sides of the carcass layer while the other section of shear layers may have a shear layer on only one side of the carcass layer.
• the bead section shear layers may include bead shear layers on both sides of the carcass layer while the shoulder section shear layers may include one shoulder shear layer on only one side of the carcass layer.
• the shear layers can be quite thin with some embodiments having a shear layer thickness, for example, of between 0.2 mm and 2 mm while other embodiments may have a shear layer thickness of between 0.3 mm and 1.5 mm, between 0.3 mm and 1 mm, between 0.3 mm and 0.7 mm or between 0.4 mm and 0.7 mm.
• the shear layers may be positioned against the carcass layer, for example, by laying the shear layer in as a sheet during the tire build process or by extrusion during the tire build process or by co-extrusion with the carcass layer, all methods which are well known to one having ordinary skill in the art.
• the thickness of shear layers in particular embodiments having shear layers constituted of elastomeric fabric or polyurethane based materials may range between 0.05 mm and 3 mm or alternatively any of the thicknesses listed above or between 0.1 mm and 3 mm, between 0.5 and 3 mm, between 0.5 and 2 mm or between 0.5 mm and 1 mm.
• the thickness may be quite thin - even less than 50 microns - when the material is sprayed or brushed on.
• shear layers may all have the same thickness, there is no requirement for that to be the case.
• One or more of the shear layers may have a different thickness than the other shear layers.
• one or more of the shear layers may have a differing thickness over the length of the shear layer.
• shear layers as being shoulder section shear layers and bead section shear layers
• shear layers be placed on and/or adjacent to the carcass layer at least in the shoulder areas and in the bead areas of a tire.
• Particular embodiments may include, for example, providing a continuous shear layer on one or more sides of the carcass layer from one bead area, through the crown area and all the way to the other bead area.
• Other embodiments may include, for example, extending the bead shear layer from the bead section to the shoulder shear layer, thereby providing a continuous shear layer from the start of the bead shear layer through the end of the shoulder shear layer within or near the crown.
• particular embodiments of the present invention position the shoulder section shear layers and the bead section shear layers in predetermined locations and with predetermined lengths to ensure that the shoulder section shear layers and the bead section shear layers in the pinch shocked region of the tire are opposite to one another across the tire interior.
• the shoulder section shear layers may all have the same length and the bead section shear layers may all have the same length.
• the lengths of the shoulder section shear layer may differ by starting at different locations and/or ending at different locations along the length of the carcass layer and likewise, the lengths of the bead section shear layers may differ by starting at different locations and/or ending at different locations along the length of the carcass layer.
• the shear layers may be constituted of elastomer compositions such as, for example, rubber compositions typically used in tire constructions. Elastomers are known to be those materials that essentially recover their original shape after being stretched. Alternatively the shear layers may be constituted of polyurethane type elastomer materials and/or of fabrics comprising elastomer fibers. Polyurethane type elastomer materials as used herein are polyurethanes, polyureas and polyurethaneureas.
• the shear layers may be constituted of elastomer compositions selected on the basis of their modulus of elongation at 10 % elongation (MAlO) as compared to the MAlO of other elastomeric compositions constituting the other sidewall components of the tire, as discussed below.
• MAlO modulus of elongation at 10 % elongation
• such moduli of elongation are expressed in units of MPa and are measured at a temperature of 23 0 C in accordance with ASTM Standard D412 on dumb bell test pieces. These measurements are secant moduli in MPa, based on the original cross section of the test piece. Generally a material having a higher MAlO is a harder material and a material having a lower MAlO is a softer material.
• the dumbbell test pieces may be made of the rubber compositions typically used in tire construction or in the other materials suitable for shear layer construction such as the elastomeric fiber fabric and the polyurethane type elastomer material.
• a material that is softer than a second material is one that has an MAlO that is less than the MAlO of the second material.
• a material that is "almost softer" than a second material is one that has an MAlO that is no more than 110 % of the MAlO of the second material or alternatively, no more than 107 %, no more than 105 %, no more than 103 % or equal to the MAlO of the second material.
• the shear layers may be constituted of rubber compositions selected on the basis of their MAlO as compared to the MAlO of the other elastomer compositions constituting the other sidewall components of the tire that are positioned outward of the axially-inward side of the carcass layer.
• suitable rubber compositions from which the shear layers may be constituted for particular embodiments are those that may be characterized as being a) softer or almost softer than the softest material constituting a sidewall component axially-outward from the axially-inward side of the carcass layer or b) softer or almost softer than the softest material constituting a sidewall component in the tire section in which the shear layer is located and which is axially-outward from the axially-inward side of the carcass layer.
• the inner liner is therefore excluded as being considered as a sidewall component for purposes of selection of a shear layer material.
• the bead section shear layers may be constituted of a rubber composition that is softer than the softest material constituting any sidewall component (not counting the inner liner) or of a rubber composition that is softer than the softest material constituting a bead section component (not counting the inner liner).
• the shoulder section shear layers may be constituted of a rubber composition that is softer than the softest material constituting any sidewall component or of a rubber composition that is softer than the softest material constituting a shoulder section component (for both, again not counting the inner liner).
• a suitable elastomer composition may be selected as being c) softer or almost softer than the hardest elastomer composition in the bead section. In most tires the hardest elastomer composition would be that constituting the bead filler of the tire.
• Short-fiber reinforced elastomer compositions are those having between 1 and 20 parts by weight per hundred parts by weight of elastomer (phr) or alternatively between 2 phr and 15 phr, between 3 phr and 13 phr or between 5 phr and 10 phr.
• the short fibers may be constituted from such materials, for example, as aramid, glass, polyester, polyethylene terephthalate (PET), polyethylene naphthalate (PEN) or nylon. Mixes of one or more different types and/or lengths of short fibers may be added to particular embodiments of the shear layers.
• the short fibers may have lengths, for example, of between 0.01 and 5 mm or alternatively between 0.1 and 5 mm, between 0.5 mm and 5 mm or between 1 and 4 mm. In particular embodiments, any length of short fibers that can be incorporated into the rubber composition would be suitable.
• An example of a procedure that might be used to select a suitable material as a shear layer in accordance with the present invention would include obtaining the MAlO for each elastomer material constituting a component of the sidewall, the bead section and the shoulder section, excluding the inner liner.
• Such components may include, for example, the outer skim of the sidewall, the bead filler, the tread and the elastomer matrix of the carcass layer.
• both the shoulder section shear layers and/or the bead section shear layers may be constituted of a rubber composition that is softer than the elastomer matrix of the carcass layer.
• the shoulder section shear layers and/or the bead section shear layers may be constituted of a short-fiber reinforced elastomer material having an MAlO of 50 MPa.
• the bead section shear layers may be constituted from a rubber composition softer than the bead filler, if (as is typically the case) the bead filler is the hardest material in the bead section of the tire.
• the shear layers may all be constituted of the same material as long as the constraints a-d for any rubber composition material selection provided above are satisfied.
• one or more of the shear layers may be constituted of a different material than the others as long as the constraints a-d provided above are satisfied for any rubber composition material.
• Each of the one or more shear layers may also be constituted from different materials along the length of the shear layer and/or from the same material along the length of the shear layer as long as the constraints a-d provided above are satisfied for any rubber composition material.
• Suitable rubber compositions for constituting the shear layers include those rubber compositions that are suitable for use in the construction of a tire as known to those having ordinary skill in the art. Typically such rubber compositions are based upon a diene rubber such as natural rubber, synthetic diene rubber or combinations thereof.
• Diene elastomers or rubber is understood to mean those elastomers resulting at least in part (i.e., a homopolymer or a copolymer) from diene monomers (monomers bearing two double carbon-carbon bonds, whether conjugated or not).
• Essentially unsaturated diene elastomers are understood to mean those diene elastomers that result at least in part from conjugated diene monomers, having a content of members or units of diene origin (conjugated dienes) that are greater than 15 mol.%. an essentially unsaturated rubber elastomer
• diene elastomers such as butyl rubbers, nitrile rubbers or copolymers of dienes and of alpha-olefins of the ethylene-propylene diene terpolymer (EPDM) type or the ethylene-vinyl acetate copolymer type do not fall within the preceding definition, and may in particular be described as "essentially saturated" diene elastomers (low or very low content of units of diene origin, i.e., less than 15 mol.%. Particular embodiments of the present invention may include no essentially saturated diene elastomers.
• essentially unsaturated diene elastomers are the highly unsaturated diene elastomers, which are understood to mean in particular diene elastomers having a content of units of diene origin (conjugated dienes) that is greater than 50 mol.%.
• Particular embodiments of the present invention provide shear layers that are based only upon highly unsaturated diene elastomers.
• the rubber elastomers suitable for use with particular embodiments of the present invention include highly unsaturated diene elastomers, for example, polybutadienes (BR), polyisoprenes (IR), natural rubber (NR), butadiene copolymers, isoprene copolymers and mixtures of these elastomers.
• highly unsaturated diene elastomers for example, polybutadienes (BR), polyisoprenes (IR), natural rubber (NR), butadiene copolymers, isoprene copolymers and mixtures of these elastomers.
• rubber elastomers that are copolymers and include, for example, butadiene-styrene copolymers (SBR), butadiene-isoprene copolymers (BIR), isoprene-styrene copolymers (SIR) and isoprene-butadiene-styrene copolymers (SBIR), mixtures thereof and/or with other essentially unsaturated and /or highly unsaturated rubber elastomers.
• SBR butadiene-styrene copolymers
• BIR butadiene-isoprene copolymers
• SIR isoprene-styrene copolymers
• SBIR isoprene-butadiene-styrene copolymers
• rubber elastomers that include, for example, natural rubber, synthetic cis-1,4 polyisoprenes and mixtures thereof and/or with other essentially unsaturated and/or highly unsaturated rubber elastomers.
• These synthetic cis-1,4 polyisoprenes may be characterized as possessing cis-1,4 bonds at more than 90 mol.% or alternatively, at more than 98 mol.%.
• the elastomer compositions suitable for constituting the shear layers may include additional components as known to one having ordinary skill in the art.
• additional components may include, for example, reinforcing fillers, coupling agents, plasticizers, various processing aids, oil extenders, antidegradants or combinations thereof.
• Suitable fillers include carbon black as well as inorganic fillers ("white fillers") such as silica, alumina, aluminum hydroxide, clays and/or calcium carbonate.
• the elastomer compositions may further include curing systems such as, but not limited to, a sulfur curing system including, for example, sulfur, accelerators, zinc oxide and stearic acid.
• the shear layers may alternatively be constituted of polyurethane type elastomer materials and/or fabrics comprising elastomer fibers.
• a fabric comprising elastomer fibers is a fabric woven with an elastomeric fiber and with a natural and/or manmade fiber.
• An example of such a fabric is one made with spandex, which in Europe and other parts of the world is commonly referred to as elastane.
• Spandex is a well known material and is generally defined as a synthetic elastomeric fiber having a very high elasticity to break point (up to approximately 500% to 600%) and a high recovery from stretching.
• spandex is a series of elastomeric products including hard and soft segments and cross linking between the same.
• the fibers produced are generally stronger and lighter than rubber.
• the properties of spandex include high stretch, low set (the ability to spring back to its original shape concluded after repeated stretching), high durability, uniformity and versatility.
• Fabrics having spandex fibers generally are woven with other additional manmade or natural fibers such as cotton, wool, silk, linen, nylon, rayon and so forth.
• Swimwear is an example of well known products made with elastomer fibers, often made with nylon and spandex.
• the nylon/spandex combination is often woven in a tricot construction and typically includes 80% nylon and 20% spandex, such as LYCRA (a registered trademark of DuPont Corporation).
• This fabric is commonly used for its four-way stretchability, i.e. the ability to stretch in both the length and width directions of the fabric.
• Another well known fabric weave is the raschel-type construction, often having a higher nylon content (about 85% nylon and about 15% spandex).
• the stretch of the fabric having a raschel-type construction is typically significantly greater in one direction than the stretch in the other.
• particular embodiments of the present invention include one or more shear layers constituted from fabric comprising the nylon/spandex combination woven in the tricot construction. Other embodiments may include the combination woven in the raschel-type construction. Both constructions are well known in the textile industry.
• Polyurethane type elastomer materials are also suitable for use as one or more of the shear layers for particular embodiments of the present invention.
• Suitable polyurethane type elastomer materials include polyurethanes, polyureas and polyurethaneureas having an MAlO of between 1 MPa and 350 MPa or alternatively between 5 MPa and 280 MPa, between 30 MPa and 250 MPa, between 40 MPa and 230 MPa or between 50 MPa and 190 MPa.
• the shear layers may be brushed, sprayed or extruded on during the tire construction process.
• a pneumatic radial tire 10 having features, as will now be further described, for providing increased resistance to pinch shock under certain adverse travel conditions as discussed above.
• the tire 10 has a tread 11 for contacting the road surface.
• the tread 11 is supported by a crown 12 that is positioned radially-inward of the tread 11, the crown 12 having a belt package or crown plies 13 to stiffen the casing and provide improved wear and handling response.
• the sidewall 14 extends in a direction radially-inward from an axial edge 15 of the crown 12.
• the shoulder section 18 of the tire 10 is formed in the upper portion of the sidewall 14.
• a tire bead 16 is located radially-inward of the sidewall 14 and includes a circumferentially-inextensible bead core 17.
• the bead section 19 of the tire is formed in the lower portion of the sidewall 14.
• the bead core 17 may typically include a bundle of metallic strands oriented circumferentially through the bead 16.
• the tire 10 further may include an inner liner 26, which forms an inner surface of the tire and inhibits the passage of the inflating gas through the tire 10.
• a pneumatic tire 10 further includes a carcass layer 21.
• the carcass layer 21 extends between the beads 16 of the tire 10 and terminates in a pair of carcass layer ends 22.
• Each carcass layer end 22 is formed by wrapping the carcass layer 21 around one of the bead cores 17 and then terminating the carcass layer 21 after extending it for a predetermined distance in a radially-outward direction along the sidewall 14.
• the carcass layer 21 extends through the crown 12 at a position that is radially-inward of the belt package 13.
• the arrangement and size of the bead filler 23 and the carcass layer ends 22 are predetermined by the design criteria of the tire and any suitable geometry of these components fall within the scope of the present invention.
• the carcass layer 21 is constructed from a plurality of mutually parallel textile cords embedded in an elastomeric matrix, such as a thin layer of a rubber composition.
• the carcass layer 21 is typically formed using a calendering process wherein the cords are laid parallel to each other and encased in the elastomeric matrix.
• the cords may be made from materials such as, for example, polyester, nylon, aramid, rayon or a combination of these textile materials.
• the carcass layer 21 is then arranged in a manner such that the cords are typically oriented in a radial direction along the sidewalls 14 of tire 10. More specifically, along the sidewalls 14 of the tire 10, the cords of carcass layer 22 are substantially perpendicular to the axis of rotation of tire 10.
• the tire 10 is provided with shoulder section 18 shear layers 33, 34 and bead section 19 shear layers 31, 32.
• the shoulder section shear layers of this exemplary embodiment include one shoulder shear layer 34 that is positioned on the axially- outward side of the carcass layer 21 and one shoulder shear layer 33 that is positioned on the axially-inward side of the carcass layer 21.
• the bead section shear layers include one bead shear layer 31 that is positioned on the axially-outward side of the carcass layer 21 and one bead shear layer 32 that is positioned on the axially-inward side of the carcass layer 21.
• the shoulder section shear layers 33, 34 extend from the sidewall 14 to a position radially-inward of the belt package 13.
• the shoulder section shear layers extend a predetermined distance d towards the crown 12 and past the axial edge 27 of the radially-inward belt 13.
• the predetermined distance d is at least 10 mm but could be longer or shorter depending upon other considerations such as, for example, the process of manufacture or tire performance considerations other than pinch shock.
• the shoulder shear layers extend from the axial edge 27 of the belt 13 towards the bead section 19 for a predetermined distance that is at least 20 mm. However, such distances are not provided to be delimitative of the invention.
• the bead section shear layers 31, 32 extend from the sidewall 14 to a position within the bead section 19.
• the bead section shear layers 31, 32 extend from the sidewall to a position located at a predetermined distance h from the center of the bead core 17 in a direction perpendicular to an axial direction of the tire 10.
• the predetermined distance h is 15 mm or less but could be longer or shorter depending upon other considerations such as, for example, the process of manufacture or tire performance considerations other than pinch shock.
• the bead shear layers 31, 32 extend towards the sidewall to a point that is at least 30 mm or more from the center of the bead core 17. However, such distances are not provided to be delimitative of the invention.
• FIG. 2 is a partial sectional view of the tire shown in FIG. 1 undergoing pinch shock.
• the pinch shocked region of a tire 10 is that section of a tire where the shoulder section 18 of the tire contacts or nearly contacts the bead section 19 of the tire 10.
• the shoulder section shear bands 33, 34 and the bead section shear bands 31, 32 are opposite to one another across the tire interior in accordance with particular embodiments of the present invention.
• a line 41 drawn perpendicularly from a line passing through the center of the bead core 17 in an axial direction passing through the pinch shocked region will pass through at least one of the bead section shear bands and at least one of the shoulder section shear bands when the shear bands are opposite to one another across the tire interior.
• Moduli of elongation were measured at 10% (MAlO) and 100% (MA 100) at a temperature of 23 0 C based on ASTM Standard D412 on dumb bell test pieces. The measurement were taken in the second elongation; i.e., after an accommodation cycle. These measurements are secant moduli in MPa, based on the original cross section of the test piece.
• This example demonstrates that providing a shear layer between the carcass layer and the material surrounding the carcass layer in accordance with the present invention improves resistance to tire damage caused by pinch shock. Samples were prepared and tested by a test method that is quasi-static in nature and that accurately predicts the likelihood of pinch shock damage to a tire.
• the test method included squeezing a composite sample between two bars that were placed at an angle one to the other.
• the composite sample was 10 mm thick having a carcass layer placed in the middle of the surrounding mix.
• the force required to squeeze the composite sample between the two bars until the first carcass layer cord broke was measured. The higher the force necessary to break the first carcass layer cord, the better the composite sample was ranked for resisting damage from pinch shock.
• each series was run with a witness (Wl and W2) composite sample having only the carcass layer engulfed in the middle of the surrounding mix.
• the carcass layer included PET cords enclosed in an elastomer matrix having an MAlO of 3.2 MPa.
• the PET was PET 1670/2 at 370 tpm.
• the force to rupture the PET cords was close to 20 daN and 15 % elongation at break.
• the cord density used was 119 f/dm and the shrinkage was close to 0.9 %.
• Additional composite samples were prepared with shear layers made of rubber compositions having MAlO measurements as shown in the Tables 1 and 2. These rubber compositions were typical rubber compositions used in a tire. More specifically, the compositions used for the shear layers in Sl and S2 were compositions typically used as the elastomer matrix in a carcass layer. The composition used for the shear layers in S3 was a composition typically used to separate the belts in a tire crown. The compositions used for the shear layers in S4 and S5 were compositions typically used as the bead filler in a tire. Such compositions and their method for making and curing are well known to one having ordinary skill in the art.
• the shear layers were each 0.6 mm thick and were added on either one side or both sides of the carcass layer.
• the thickness of the composite samples was maintained at 10 mm including the added thickness of the shear layers.
• This example demonstrates that providing a shear layer between the carcass layer and the material surrounding the carcass layer having short fibers incorporated into the shear layer mix in accordance with the present invention improves resistance to tire damage caused by pinch shock.
• the same testing method was conducted on the sample composites of this Example as were used in Example 1.
• the shear layers that were added to the composite samples were constituted of short-fiber reinforced elastomer compositions having an MAlO of 50 and 75 MPa respectively.
• the short fibers were aramid (available as T-320 fibers from Teijin Twaron Aramid having a length of 3 mm) and they were added in an amount of 5 phr and 10 phr respectively.
• the short fibers are essentially aligned when the short-fiber reinforced material is milled or rolled out.
• Such alignment provides anisotropy so that the MAlO in the X-direction is higher than the MAlO in the Y-direction as shown in Tables 3 and 4.
• the anisotropy properties of the shear layers had no effect on the test results.
• This example demonstrates that a shear layer constituted of an elastomeric fabric placed between the carcass layer and the material surrounding the carcass layer in accordance with the present invention improves resistance to tire damage caused by pinch shock.
• Samples for testing were prepared by the same method used in Examples 1 and 2. However, instead of subjecting the samples to the quasi-static testing method described in the Examples above, the test method included testing on a dynamic impact machine.
• the machine consisted of a carriage supporting an indenter slideably mounted between two vertical parallel rails. The carriage was released at differed heights above the sample placed on a steel plate interdependent of a force sensor. The measurements collected included the speed of the indenter at impact with the sample, the displacement in the thickness of the sample and the force of impact. The resultant energy at impact was calculated.
• the number of cords damaged during the test was significantly less in the sample having the spandex shear layers.
• the shear layers were spandex fabric having the tricot construction, the fabric being about 0.2 mm thick and being 82 % nylon and 18 % LYCRA. This fabric, typically used for swimwear, was obtained from Milliken & Company.
• This example demonstrates that a shear layer constituted of a polyurethane based elastomeric material placed between the carcass layer and the material surrounding the carcass layer in accordance with the present invention improves resistance to tire damage caused by pinch shock.
• the polyurethaneurea adhesive P3 having an MAlO of 190 MPa was a mix of an amine part (a mix of short aromatic diamine with long aromatic diamine) and an isocyanate part (an aliphatic tri-isocyanate which is the trimer of hexyl diisocyanate), the preparation of which is fully disclosed in US Patent No. 6,624,283, which is hereby fully incorporated by reference.
• the elongation at break of this material was around 15 % at room temperature.
• the polyurethaneurea material Pl, P2 having an MAlO of 50 MPa used in this example was more elastic than the P3 material, having an elongation at break of around 370 % at room temperature. This material differed by replacing the tri-isocyanate with an aromatic diisocyanate. Additional information concerning these materials is disclosed in international patent application

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• 2008
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